Automatic stop for railways.



A. ZUKOR. AUTOMATIC STOP FOR RAILWAYS.

APPLIGATION FILED MAB. 10,1914.

1,106,910, Patented Aug. 11, 1914.

WITNE888 M //Vf/E/VTO/? W 3% 1 By THE AORRIS PETERS 50.. PHOT0-LITHO..WASHINGTON. D. L.

FFTGE.

ARNOLD zones, or vnvr "roan, 1\T.Y.

Specification of Letters Patent.

AUTOMATIC STOP FOR RAILWAYS.

Patented An 11, 191 1.

Application filed March 10, 1914. Serial No. 823,703.

To all whom it may concern:

Be it known that I, ARNOLD ZUKon, a c1t1- zen of the United States, andresident of the city of New York, in the county of New York and State ofNew York, have invented certain new and useful Improvements in AutomaticStops for Railways, of which the following is a specification.

The present invention relates to improvements in automatic stops forrailways, and is more particularly adapted for use in connection withrailway tracks which are d1- vided into short sections or blocks bysignaling means, although, as will hereinafter appear, it may be used inconnection with switches also. 1

One of the objects of the inventionis to provide a simple and efiicientdevice of the type mentioned, by means of which a train may be broughtto stop automatically should it run past a signal, or should a switch inadvance of the train be open.

With these and other objects in view, which will more fully appear asthe nature of the invention is better understood, the same consists inthe combination, arrangement and construction of parts hereinafter fullydescribed, pointed out in the appended claims and illustrated in theaccompanying drawings, it being understood that many changes may be madein the size and proportion of the several parts and details ofconstruction within the scope of the appended claim without departingfrom the spirit or sacrificing any of the advantages of the invention.

One of the many possible embodiments of the invention is illustrated inthe accompanying drawings, in which F igure 1 is a side elevation of aportion of a locomotive with the invention applied thereto, and Fig. 2is a diagrammatic rear elevation of said locomotive with the stop pingdevice carried thereby.

In the drawings, the numeral 10 indicates a railroad track, on which thetrains run in the direction indicated by the arrow shown in Fig. 1 ofthe drawings. This track is divided for signaling purposes into sectionsor blocks. The division into blocks is accomplished by placing atpredetermined intervals, preferably equidistantly, along the tracksignaling devices, each of which includes a vertical bar 11, which eX-tends a substantial distance above the level of the ground, and carriesan inwardly extending horizontal projection 12. These bars may be seteither by hand, as clearly described in U. S. Letters Patent No. 1,053,-691, granted to me Feb. 18, 1913 for railway signals, or the said barsmay be set automatically by a train, as disclosed in my pendingapplication for U. S. Letters Patent. Ser. No. 805,345, filed Dec. 8,1913, and entitled automatic railway signals. Normally, that is to saywhen the track is clear, these bars are in their lower positions; if,however, a train is preceded by a train that runs in the block orsection ahead, these bars are in their elevated positions shown in Figs.1 and 2 of the drawings.

The locomotive of a train is indicated in the drawings by the numeral13. To one side of the cab portion 14: of this locomotive is pivoted at15 a two-armed lever 16, the lower free end of which is adapted to bearagainst the bars 11, when the latter are raised as above described. Theupper end of the lever 16 is provided with a gear segment 17, meshingwith a pinion 18, that is fixedly attached to a spindle 19, the latterbeing journaled in bearings 20. Stops 21 limit the movement of thelever. The spindle 19 extends into the cab and has keyed, or otherwiseattached thereto, a second pinion, denoted by the numeral 22, meshingwith a toothed rack 23, that is slidably disposed in guides 24. Thelower end of this rack is adapted to bear against an extension 25 of thestarting lever 26 of the locomotive, said starting lever controlling theadmission of steam into the cylinders of the engine of the locomotive.The lever 16 is adapted to contact with a lug 27 upon the stem 28 of avalve 29 of the air brake mechanism of the locomotive.

The operation of this device is as follows: Normally the lever 16 isdisposed substan tially vertically upon the locomotive, as clearly shownin Fig. 1 of the drawings, in which case one end of the gear segment 17bears against one of the stops 21. The rack 23 is then in its upperposition (Figs. 1 and 2). WV hen the train is running at normal. speed,its starting lever 26 is dis posed in a plane at an angle to thevertical plane (Fig. 2), and in this case the extension 25 bears againstthe lower end of the rack 23. Let us suppose that the signal bar 11 hasbeen raised into the position shown in Figs. 1 and 2 of the drawings, inwhich position its projection 12 is in the path of the lower end of thelever 16, that is to say in a position which is to indicate to theengineer of the train that the track is not clear. As the locomotiveruns past 5 the signal bar 11, the lever 16 is swung in a manner thatits upper end moves in the direction of the arc-shaped arrow shown inFlg. f the drawings, whereby the pinion 18 is turned in a correspondingdirection,

10 thereby resulting in a lowering of the toothed rack 23, thus bringingthe starting lever into a substantially vertical plane, thereby shuttingoff the steam from the cylinder's of the engine. At the same time thelever 16 acts upon the stem 28 of the air valve 29, causing the airbrakes to be applied and bringing the locomotive to stop. The engineerof the train, upon receiving a signal to proceed, shifts the startinglever 20 26 into the position shown in Fig. 2 of the drawings, therebyraising the toothed rack 28, which will result in bringing the lever..16 into normal position, shown in Fig. l

of the drawings.

It is obvious that the'signal bar 11 may be connected with a switch inadvance thereof in a manner that, whenever the switch is in its openposition, the lever is in its raised position, and, whenever the 39switch is shifted to its closed position, the

said lever is in its lower position. Obvicnpiei n: this paint my beobtained for day ofMarch, A. -D. 1914.

ously, thus any train would be stopped when a switch is open beforetheswitch is reached by the train.

What I claim is In an automatic railway stop, the combination with atwo-armed lever pivoted to the side of a locomotive provided upon itsupper end with a gear segment, its lower end being adapted to cooperatewith a si nal' bar disposed upon the side of the trac of a startinglever controllingthe admission of steam into'the locomotive, a spindlerotatably mounted upon the locomotive, a pinion carried by said spindlein mesh with said gear segment, a toothed rack adapted to bear againstsaid starting lever, a second.

ARNOLD ZUKOR.

WVitnesses: I

S. BIRNBAUM, SIGMUND Hnnzoo.

five cents each, by addressing the Commissioner of intents, Washington,D. C. i

